A powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> positioned on a <span class="c10 g0">leadingspan> <span class="c11 g0">edgespan> of an <span class="c0 g0">aerodynamicspan> <span class="c1 g0">liftingspan> <span class="c2 g0">elementspan> (ALE), e.g. an airfoil, at least one slat/nacelle/EDF <span class="c20 g0">liftspan> assembly comprising: a slat, a two or more nacelles positioned beneath the slat, each nacelle housing an <span class="c5 g0">electricspan> ducted <span class="c7 g0">fanspan> (EDF). The nacelles are spaced apart to create gaps between the slat and the airfoil for accelerated air to pass through. The <span class="c20 g0">liftspan> assembly is under the operational control of and/or further comprises: a master control unit linked to a <span class="c15 g0">powerspan> <span class="c16 g0">sourcespan>, e.g. batteries to <span class="c15 g0">powerspan> the EDFs. The <span class="c21 g0">devicespan> provides the ALE and aircraft with: increased <span class="c20 g0">liftspan> and additional thrust during aircraft take offs, climbs, descents, and landings; enhanced low-speed control and reduced loss-of-control during an aircraft's takeoff and landing; improved aircraft handling during gusts and crosswinds. The present invention also comprises an ALE or aircraft with at least one <span class="c20 g0">liftspan> assembly installed thereon.
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1. A powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan>, comprising:
a) one or more slat/nacelle/EDF <span class="c20 g0">liftspan> assemblies distributed along a span of an upper <span class="c0 g0">aerodynamicspan> surface near a <span class="c10 g0">leadingspan> <span class="c11 g0">edgespan> of an <span class="c0 g0">aerodynamicspan> <span class="c1 g0">liftingspan> <span class="c2 g0">elementspan> (ALE), each slat/nacelle/EDF <span class="c20 g0">liftspan> assembly comprising:
i) a slat positioned above the <span class="c10 g0">leadingspan> <span class="c11 g0">edgespan> of the <span class="c0 g0">aerodynamicspan> <span class="c1 g0">liftingspan> <span class="c2 g0">elementspan>;
ii) two or more nacelles positioned beneath and connected to the slat, wherein said nacelles are spaced apart to create at least one gap between the slat and the <span class="c10 g0">leadingspan> <span class="c11 g0">edgespan> of an <span class="c0 g0">aerodynamicspan> <span class="c1 g0">liftingspan> <span class="c2 g0">elementspan>;
ii) an <span class="c5 g0">electricspan> <span class="c6 g0">ductspan> <span class="c7 g0">fanspan> (EDF) housed within each of the one or more nacelles, each EDF comprising a <span class="c7 g0">fanspan> and a <span class="c15 g0">powerspan> <span class="c16 g0">sourcespan> to operate the <span class="c7 g0">fanspan>, wherein each EDF forces accelerated air through the <span class="c7 g0">fanspan> and the gaps; and
b) wherein the one or more slat/nacelle/EDF <span class="c20 g0">liftspan> assemblies provide the <span class="c0 g0">aerodynamicspan> <span class="c1 g0">liftingspan> <span class="c2 g0">elementspan> increased <span class="c20 g0">liftspan> and thrust, improved stall characteristics and margins, enhanced low-speed control and reduced loss-of-control during an aircraft's takeoff and landing, and improved aircraft handling during gusts and crosswinds.
2. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
3. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
4. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
5. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
6. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
7. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
8. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
9. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
10. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
11. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
12. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
13. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
14. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
15. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
16. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
17. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
18. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
19. The powered <span class="c0 g0">aerodynamicspan> <span class="c20 g0">liftspan> <span class="c21 g0">devicespan> of
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This utility patent application claims the benefit of U.S. Provisional Patent Application No. 62/992,684, filed on Mar. 20, 2020, which is hereby incorporated in by reference in its entirety.
There is a strong need to develop aircraft that can take off and land in short distances. Shortening these distances requires higher lift at low speeds and improved low speed control capabilities.
The prior art discloses U.S. Pat. No. 10,099,793 B2, by David G. Ullman and Vincent Homer, entitled “DISTRIBUTED ELECTRIC DUCTED FAN LIFTING SURFACE”, which issued on Oct. 16, 1018. This patent discloses the use of a plurality of EDF's positioned on the aircraft wing leading edge. This system provides, for example, the benefits of: enhanced lift during all phases of flight, reductions of stalls, and enhanced Short Take Offs and Landing (STOL).
The present invention is a non-obvious improvement of this prior art, and comprises a slat/nacelle/EDF assembly on the airfoil leading edge that significantly increases the airfoil's lift and thrust to improve the aircraft's take off, climb, descent, and landing capabilities. The slat/nacelle/EDF assembly is uniquely comprised of a leading edge slat supported by two or more EDFs housed in nacelles that additionally support the slat and guide the airflow. Where the prior art addressed the airflow directly accelerated by the EDFs during all phases of flight, this improvement also accelerates and entrains the air between nacelles at high angles of attack, during takeoff, climb out, descent and landing, to enhance the benefits of the prior art. Where the prior art was intended as the prime propulsion system for the aircraft during all phases of flight, this slat/nacelle/EDF assembly embodiment is specifically designed to supplement the prime propulsion during the terminal phases of aircraft missions with high lift and improved controllability. Further, in some embodiments the assembly can be installed and removed as a single unit rendering it an add-on to an existing aircraft. In other embodiments it can be retracted when not in use during cruise portions of the flight.
The present invention comprises a powered aerodynamic lift assembly, comprising: one or more lift (i.e. slat/nacelle/EDF) assemblies distributed along a span of an upper aerodynamic surface near the leading edge. Each lift assembly comprises: i) a slat positioned near the leading edge of the aerodynamic lifting element; ii) two or more nacelles positioned beneath and connected to a slat, wherein said nacelles are spaced apart to create at least one gap between the slat and the leading edge of the aerodynamic lifting element; and ii) an electric duct fan (EDF) housed within each of the one or more nacelles, each EDF comprising a fan and a power source to operate the fan, wherein each EDF forces accelerated air through the fan and the gaps. The one or more lift assemblies provide the aerodynamic lifting element increased lift and thrust, augmented airflow to enhance stall characteristics of the main lifting body, enhanced low-speed control and reduced loss-of-control during an aircraft's takeoff, climb out, descent and landing, and improved aircraft handling during gusts and crosswinds. An exemplary embodiment is a product comprising the lift assembly that is used to supplement an already existing aircraft wing—e.g. at least one lift assembly per aircraft wing.
In an additional embodiment, the powered aerodynamic device comprises a new aircraft with at least one lift assembly pre-installed, comprising a) at least one aerodynamic lifting element (ALE) on an aircraft, the ALE comprising a span, a leading edge, trailing edge, and an upper aerodynamic surface; b) one or more slat/nacelle/EDF assemblies distributed along the span of said upper aerodynamic surface near the leading edge, each slat/nacelle/EDF assembly comprising: i) a slat positioned above the leading edge of the aerodynamic lifting element; ii) two or more nacelles positioned beneath and connected to the slat, wherein said nacelles are spaced apart to create at least one gap between the slat and the leading edge of the aerodynamic lifting element; ii) an electric duct fan (EDF) housed within each of the one or more nacelles, each EDF comprising a fan and a power source to operate the fan, wherein each EDF forces accelerated air through the fan and the gaps; and c) wherein the one or more slat/nacelle/EDF assemblies provide the aerodynamic lifting element increased lift and thrust, enhanced low-speed control and reduced loss-of-control during an aircraft's takeoff and landing, and improved aircraft handling during gusts and crosswinds.
In all embodiments of the present invention, each slat is supported by at least two nacelles, spaced apart to create air gaps, each nacelle housing one electric ducted fan (EDF).
This lift assembly described here is not intended to be the primary propulsion system of an aircraft but to enhance aircraft performance during the terminal phases of flight. As such it is optional to flight and in some embodiments can be made removable or retractable.
In an embodiment the lift assembly described here can provide sufficient propulsion to fully power the aircraft in all phases of flight.
In an embodiment, the slat has a length that is substantially equal to the span of the aerodynamic lifting element.
In another embodiment, the slat has a length that is less than the span of the aerodynamic lifting element.
In another embodiment there are multiple discontinuous slat/nacelle/EDF assemblies on each span of the aerodynamic lifting element.
In another embodiment, the slat of the slat/nacelle/EDF assembly comprises a variable cross section, relative position to the aerodynamic lifting element, cross section, or a twist.
In another embodiment, the one or more nacelles and/or the slat/nacelle/EDF assembly are retractable into the aerodynamic lifting element.
In another embodiment, the slat/nacelle/EDF assembly is detachable and securely attachable from the aerodynamic lifting element.
In another embodiment, the present invention comprises cascaded slat/nacelle/EDF assemblies.
In another embodiment, the aerodynamic lift device further comprises a trailing edge flap.
In another embodiment, the present invention further comprises: one or more lift modifiers positioned aftward of the slat/nacelle/EDF assembly, or on the slat, or on one or more nacelles.
In another embodiment, the present invention further comprises: an electrical circuit control system comprising a master control unit able to control the operation of one or more slat/nacelle/EDF assemblies, the master control unit comprising: 1) a plurality of electronic speed controllers (ESCs) able to control the speed of the EDFs, and 2) a plurality of actuators.
In another embodiment, the present invention further comprises: the master control unit further controls the modulation of energy supplied by the power source to the EDFs, wherein the power source comprises one or more of: batteries, a fuel cell, an engine/generator or other electrical energy source.
In another embodiment, the present invention further comprises: the EDF power source controlled by the pilot, automatically or some combination thereof.
In another embodiment, the control of the EDF power source is an analog or digital, open or closed loop circuit, comprising sensors able to detect: an angle-of-attack, an airspeed, and a local airflow pressures and velocities.
In another embodiment, the actuators are coupled to at least one flow modifier on the aerodynamic lifting element (ALE).
In another embodiment, the master controller further controls the geometric position or angle of the one or more slats such that the lift and thrust profiles along the span of the ALE are altered.
In another embodiment, the master controller further comprises ADAHRS that measure the state of the EDF comprising one or more of: rotational speed, power utilized or air flow rate, and sends the information back to master controller unit.
In another embodiment, the present invention further comprises: a bottom surface of the slat formed, or an upper surface of the ALE formed, to guide an EDF exhaust over the ALE to create a nozzle of enhanced accelerated airflow.
The present innovation provides improved, enhanced low-speed lift on takeoff, climb out, descent and landing, reducing loss-of-control (LoC) during these critical periods and provides improved control and improved handling qualities during gusts and crosswinds.
In an embodiment, the present invention further comprises a master controller unit linked with the distributed EDFs that allows for the novel and improved aerodynamics, reaction to pilot or autonomous commands, virtual elimination of stalls and reduction of the effect of turbulence. The instant innovation enhances short take-off and landing (STOL) performance.
Described herein is an aircraft system comprising one or more leading edge airfoil slats distributed over the leading edge of an aerodynamic lifting element (ALE) (e.g. wing) combined with EDFs mounted in nacelles so as to affect the flow of air in the gaps between the slat and the lifting surface. The slat/nacelle/EDF assembly directs air over the top surface of the lifting surface to increase lift and delay separation and stall. Slat geometry and position relative to the lifting surface may be variable along the span of the lifting surface and may be changed in flight. Multiple slat/nacelle/EDF assemblies may be distributed along the leading edge of the lifting surface. These may be individually or collectively controlled to provide a lift profile over portions of the lifting surface that is manually or automatically tailored to enhance lift during all flight conditions.
As used herein, the term “powered aerodynamic lift device” refers to an aircraft aerodynamic element (ALE) (e.g. an airfoil or wing,
As used herein, the term “slat/nacelle/EDF assembly” and “lift assembly” are used interchangeably (
As used herein, the term “slat” refers to a leading edge slat (moveable or fixed) with a gap between it and the aerodynamic lifting element (e.g. a wing). A fixed slat is often referred to as a slot. The slat is an airfoil positioned near the leading edge of a lifting surface to alter the flow during high angle of attack light phases; takeoff, climb out, descent and landing. Traditionally, slats cover the full span or partial span affecting only a portion of the lifting surface. Slats accelerate the air in the gap between them and the lifting surface to delay separation and stall of the lifting surface especially critical during takeoff, climb out, descent and landing phases of an aircraft's mission. According to an embodiment of the present invention, there may be a plurality of slats on a lifting surface (e.g.
An Electric Ducted Fan (EDF) is an aircraft power plant comprising an electrically-driven propeller (e.g., a fan) mounted within a nacelle. According to embodiments, a plurality of EDFs are mounted to provide distributed accelerated flow in the gap between the lifting surface and the slat. Individual ones of the plurality of EDFs and the slat's position may be separately controlled to distribute the airflow as a position and time variable stream of high velocity air along the span of the lifting surface's upper surface. The high velocity flow over selected portions of the lifting surface may dramatically increase the overall lift of the airfoil, allowing the airplane to fly slower.
Each EDF is mounted in a nacelle that houses the EDF, supports the slat relative to the lifting surface and guides the air through and around the EDF. Each slat is supported by at least two or more nacelles. This combination of multiple EDFs and nacelles supporting a slat and forming a gap will be referred to as the “slat/nacelle/EDF assembly” in the remainder of this description.
The slat and nacelle provide a nozzle of accelerated airflow (e.g.
Aircraft comprising the combination of slats, distributed EDFs, nacelles and optional flow modifiers may demonstrate very short takeoff, increased rate of climb, steeper decent, and reduced landing distance without excessive angle of attack and with an improved margin of safety to stall. The system of the present invention is a non-obvious improvement of over the system disclosed in U.S. Pat. No. 10,099,793 B2, David G. Ullman and Vincent Homer, entitled “DISTRIBUTED ELECTRIC DUCTED FAN LIFTING SURFACE”, which issued on Oct. 16, 1018, which only discloses the use of a plurality of EDF's positioned on the wing leading edge.
Distributed slat/nacelle/EDF modifier combinations may provide greater control of pitch, bank and yaw without reliance on control surfaces. In addition, the effects of turbulence may be mitigated, due to correction of sudden accelerations due to turbulent air. Shed vortices may be reduced as well. System failures may also be mitigated, such as elimination stalling, as well as compensation for wind gusts or cross winds during takeoff and landing.
Slat/nacelle/EDF assemblies may be permanently affixed to the lifting or may be removable as a whole or in sections from the lifting surface for optional stowage in the fuselage of the aircraft or external to the aircraft. Further the slats may be adjustable in position or geometry to redirect the EDF exhaust and the flow through the gap. The nacelle with attached EDF and slat may also be retractable into the lifting surface when not in use.
In
Also shown in
In some embodiments, leading-edge lifting surface slat 101 has a progressively varying cross section. The progressively varying cross section may minimize stall tendencies of the immediately adjacent section of airfoil section 203 (e.g., an aircraft's upper lifting surface 202). Four representative samples of slat 101 geometry are shown in
As shown in
Referring to
Referring to
Referring to
Referring to
In some embodiments there can be more than one cascaded slat/nacelle/EDF assemblies 100 in series (e.g. vertically). The exemplary embodiment in
In some embodiments the entire slat/nacelle/EDF assembly 100 can be removed from and reattached to the ALE 104 as shown in
In some embodiments the slat/nacelle/EDF assembly 100 can be retracted as shown in
In
Referring again to
In some embodiments, one or more inputs to master controller 1201 communicate with at least one Air Data/Attitude/Heading Reference System (ADAHRS) unit 1204. As known in the art, an ADAHRS unit, such as that indicated by 1204, comprises a plurality of micromachined electromechanical systems (MEMS) sensors, including accelerometers, gyroscopes and magnetometers on all three axes that measure aircraft and system data such as yaw, pitch and roll, as well as speed, attitude, and acceleration rates. ADAHRS unit 1204 may comprise a microprocessor that communicates with the plurality of MEMS sensors, collects and processes signals from the individual sensors, may store the digitized data, then send the data to master controller unit 1201. In some embodiments the ADAHRS system will also sense and communicate the altitude and distance from a preferred landing or take off spot.
In typical embodiments, master controller unit 1201 manages a plurality of slat/nacelle/EDF installations 1205. Referring again to
In some embodiments, each ESC 1206 comprises sensors that measure the state of the EDF 102 under its control, such as its rotational speed (e.g., rpm), power utilized or air flow rate, and sends the information back to master controller unit 1201. In this way, master controller unit 1201 also receives information on the state of each EDF 102 from each ESC 1206. The sensor information is combined with that from ADAHRs 1204 to respond to commands from human pilot 1202 or autopilot 1203.
In some embodiments, master controller unit 1201 may also command one or more actuators controllers 1209 that communicate with actuators that control the geometry of each EDF nacelle 103, slat position 702 or angle 703, flow modifiers 602, 603, 604, 605, or 606, or trailing edge surface 803 to modify the airflow from the EDF over the upper aerodynamic surface. The combination of the slat/nacelle/EDF, flow modifiers, and trailing edge surfaces allow the lift and thrust distribution on the lifting surface to be tailored to suit the flight requirements.
In some embodiments the system is able to sense and reactively control the EDFs, TE surfaces, slat position and angle, or flow modifiers to affect one area of the lifting surface, for example that affecting a flap, or one wing, with linear or non-linear manual, open loop or closed loop control.
Additionally, the EDFs 102 are powered by batteries or other electricity storage methods contained on the airplane. This EDF power system may be stand alone or be integral with the aircraft's electrical system. EDFs may also be powered by a generator/alternator driven by the aircraft main propulsion engine or by a stand-alone engine. Power generated may directly power the EDFs or may charge batteries which then power the EDFs. On board power generation systems may be single entities or duplicate for redundancy.
The power to the EDFs is controlled either communally, individually or in some combination of the two. The amount of power is controlled by the pilot, automatically or some combination as is described, for example, in U.S. Pat. No. 10,099,793 B2.
Control of EDF power output may be analog or digital, open or closed loop, and may include sensors for detecting angle-of-attack, airspeed, and local airflow pressures and velocities.
In some embodiments the system can be minimalized with only the pilot 1202 providing simple off/on input to the master controller 1201 which simple controls the ESCs 1206 to provide the same power to all EDFs 102. With this system the pilot either wants all the EDFs off or on. The other items in
Referring to
The Aircraft State Module 1302 accepts input from the ADAHRS 1204, and based on this input, computes information for comparison to the desired state developed in the Desired State Module 1301 where this comparison occurs in the Command Logic Module 1303. It may also compute from the ADAHRS 1204 input information needed by the Autonomous Logic Module 1304.
The Command Logic Module 1303 compares the desired state from the Desired State Module 1301 with the actual state form the aircraft state module 1302 to determine the needed change in the aircraft control to have the two states match. The aircraft control is provided by changes to the power to the ESC 1206 and actuators' 1209 settings.
The actual state of the aircraft is also provided by the Aircraft State Module 1302 to the Autonomous Logic Module 1304. The information provided is used to determine ESC 1206 and actuator 1209 changes needed to maintain desired autonomous states. In this embodiment five autonomous functions are itemized: engine out compensation, stall prevention, turbulence damping, cross-wind compensation and shed vortex minimization. Other autonomous functions may be integrated into the Autonomous Logic Module 1304.
The Command Logic Module 1303 and the Autonomous Logic Module 1304 both supply their control desires to the Amalgamator 1305 that uses its internal logic to control the ECSs 1206 and actuators 1209 to best achieve the desired state and the autonomous functions.
In a minimal system the master controller is a simple pass through system where the pilot input 1202 is passed directly to the ESCs 1206 without reference to any of the other elements of
In
Method of Use
The synergistic integration of multiple distributed electric ducted fans (EDFs) accelerating the air in the gap formed by a slat mounted on a lifting surface to supply upper surface blowing over a portion of the lifting surface in the manner suggested in the drawing
This concept can be added to existing aircraft providing a JATO-like (Jet Assisted Take Off) boost on takeoff, built into the wings, or even retractable when not in use, as shown in
The optional control system senses the state of each EDF, slat, flow modifier and trailing edge surface; the aircraft attitude; and the surrounding air conditions. Based on these and signals from a human pilot, an autopilot or internal logic, it manages the electric power provided to each EDF and configuration of the other surfaces. This integration of the master controller unit with the distributed EDFs allows for the novel and improved aerodynamics, reaction to pilot or autonomous commands, virtual elimination of stalls and reduction of the effect of turbulence. The instant innovation will enhance short take-off and landing (STOL) performance.
Upper surface blowing over a portion of the lifting surface using slat/nacelle/EDF systems and flow modifiers has the potential to greatly improve the lift coefficient on a substantial portion of the lifting surface. Where previous upper surface blowing has affected a small portion of the lifting surface area, this concept encompasses a substantial portion of the lifting surface.
The increased lift coefficient of the airfoil throughout the substantial portion of the lifting surface area allows for a smaller lifting surface area reducing the induced drag and thus effectively increasing the lift/drag ratio of the lifting surface using the same energy as is being used for propulsion.
For landing, takeoff, or other situations needing high lift at low speed, flaps can be deployed (see
Upper surface blowing over a portion of the lifting surface using slat/nacelle/EDF systems and flow modifiers offer the benefit of control of pitch, roll and yaw. By varying the electrical power to the individual EDF motors or optionally controlling the slat or flow modifiers, the lift distribution and thrust can be real-time tailored to control the airplane much as an aileron or lifting surface warping. This aspect of the instant innovation may allow banking control without the need for ailerons. Similarly, by controlling the thrust along with the other options, the lift distribution may be symmetrically maintained while the asymmetric trust may cause the airplane to yaw. Finally, if distributed electric ducted fans are integrated into multiple surfaces of the airplane, for example, the lifting surface and horizontal tail or two tandem lifting surfaces; then pitch may be controlled by the allocation of power the EDFs or the modification of the flow emanating from them on each surface.
The system also allows real-time lift redistribution to improve ride qualities through active gust alleviation. Here, accelerations to the airframe and relative wind angles can be sensed by the ADAHRS and the lift distribution changed to accommodate gusts offering improved ride qualities. Studies have shown that altering the lift distribution using actively controlled flaps and ailerons reduced accelerations by 15-50% on a Cessna 1302B. The current innovation can even have a greater effect on the lift distribution than discrete trailing edge devices (i.e. flaps and ailerons) and thus may give even a greater reduction in accelerations and thus better ride qualities. Gust alleviation can also improve aircraft structure life by reducing the loads on the airframe.
A limitation on the spacing of aircraft when landing is the effect of the wake turbulence one airplane has on another aircraft that is trailing it. Wake turbulence is caused by the lifting surface tip vortex shed in creating lift and producing induced drag. Aircraft spacing at airports, and thus the traffic density at them, is determined by a safe wake clearance. It has been shown that the sensitivity of wakes to merge and dissipate is sensitive to small changes in the spanwise load distribution. According to the instant innovation, the control system may affect the lift distribution during approach and landing causing wakes to dissipate more rapidly. This may allow airplanes to land closer together increasing the density of air traffic near airports.
A dreaded situation in single engine aircraft is for the engine to quit and a limitation of twin-engine aircraft is its ability for safe flight on a single engine. This concept allows for a decreased effect of an engine-out situation. If there are a high number of EDFs on each lifting surface, according to the instant innovation, the loss of single or even multiple motors can be compensated through the redistribution of power to the remaining EDFs. This aspect of the instant innovation greatly adds to the safety of an airplane.
By its very nature, the instant innovation helps the flow remain attached to the airfoil and thus makes stalls unlikely. By way of example, if the ADAHRS senses incipient stall at any location on a lifting surface, it can alter the power to the EDF or the configuration of the slat, nacelles or flow modifiers to compensate for the incipient stall by entraining airflow. By managing the lift distribution on a lifting surface in cross winds can be compensated for greatly easing landing and taking off when the wind is not directly aligned with the runway.
A system comprising leading-edge lifting surface slat and associated EDFs may power an aircraft in the event the primary system is shut down or fails. Performance may be limited to less than that possible with the primary propulsor but is sufficient to add safety in a primary propulsor failure situation.
It is to be understood that the system described in this patent could be retrofitted to an existing airplane with minimal modifications and limited function or could be designed and built into a new airframe with higher or complete functionality. As an addition to an existing airframe the slat/nacelle/EDF system 100 could be fastened on each wing and limited wiring supplying current and control run to the cockpit. In the cockpit, in addition to the needed batteries (a power source 1208) a single off/on switch could be supplied for the pilot 1202 to actuate 1206 and deactuate the system. In such a minimal system the master controller 1201 is reduced to being the off/on switch. All the other elements of
It is to be understood that the system described in this patent could be retrofitted or applied to lifting surfaces other than the main lifting wing, such as to canards or horizontal stabilators.
It is to be understood that the foregoing embodiments are exemplary, and that the innovative technology is by no means limited to only the embodiments disclosed herein. Equivalent variations not hitherto disclosed are to be understood as remaining within the scope and the spirit of the instant innovation, as claimed in the claims below.
Ullman, David G., Homer, Vincent H., Horgan, Patrick J.
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